WO2016152290A1 - Dispositif de commande de transmission et procédé de commande de transmission - Google Patents

Dispositif de commande de transmission et procédé de commande de transmission Download PDF

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Publication number
WO2016152290A1
WO2016152290A1 PCT/JP2016/053848 JP2016053848W WO2016152290A1 WO 2016152290 A1 WO2016152290 A1 WO 2016152290A1 JP 2016053848 W JP2016053848 W JP 2016053848W WO 2016152290 A1 WO2016152290 A1 WO 2016152290A1
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WO
WIPO (PCT)
Prior art keywords
variator
pressure
speed
hydraulic pressure
transmission
Prior art date
Application number
PCT/JP2016/053848
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English (en)
Japanese (ja)
Inventor
青加 大園
濱野　正宏
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Priority to US15/558,973 priority Critical patent/US10683928B2/en
Priority to JP2017507577A priority patent/JP6353971B2/ja
Priority to CN201680016099.1A priority patent/CN107429833B/zh
Priority to EP16768193.1A priority patent/EP3273105A4/fr
Priority to KR1020177025766A priority patent/KR101939527B1/ko
Publication of WO2016152290A1 publication Critical patent/WO2016152290A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F16H2059/446—Detecting vehicle stop, i.e. the vehicle is at stand still, e.g. for engaging parking lock
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1232—Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H2061/6604—Special control features generally applicable to continuously variable gearings
    • F16H2061/6614—Control of ratio during dual or multiple pass shifting for enlarged ration coverage
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/16—Coming to a halt
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle

Definitions

  • the present invention relates to a transmission control device and a transmission control method.
  • JP 5-46465B discloses a technique for performing fail-safe operation when a rotation speed sensor of a secondary pulley of a continuously variable transmission fails.
  • the start ratio of the vehicle is ensured by fixing the speed ratio to the maximum speed ratio, that is, the lowest speed ratio.
  • a variator configured to include a primary pulley, a secondary pulley, and a belt is provided with a function of ensuring vehicle startability. For this reason, in this technique, the operation of the variator after the failure is fixed.
  • the present invention has been made in view of such a technical problem, and control of a transmission capable of increasing the degree of freedom of operation of a variator while ensuring vehicle startability when a variator output side rotation sensor fails. It is an object of the present invention to provide an apparatus and a transmission control method.
  • a transmission control apparatus includes a variator and a sub-transmission that is disposed on the output side of the variator and has a first gear and a second gear that has a smaller gear ratio than the first gear.
  • a transmission having a mechanism and a variator output side rotation sensor for detecting a rotation speed on the output side of the variator and on the input side of the auxiliary transmission mechanism is controlled in a transmission mounted on the vehicle.
  • the transmission control device includes a fail determination unit that determines a failure of the variator output side rotation sensor, a transmission ratio control unit that variably controls a transmission ratio of the variator, and a variable speed of the auxiliary transmission mechanism.
  • a shift speed control unit that fixes the shift speed of the auxiliary transmission mechanism to the first shift speed when the failure is determined.
  • the shift speed control unit fixes the shift speed of the auxiliary transmission mechanism to the first shift speed when the vehicle is stopped when the shift speed of the auxiliary transmission mechanism when the failure is determined is the second shift speed.
  • a sub-transmission mechanism having a variator, a first shift stage disposed on the output side of the variator, and a second shift stage having a smaller speed ratio than the first shift stage, And a variator output side rotation sensor for detecting a rotation speed on the output side of the variator and on the input side of the auxiliary transmission mechanism, and a transmission control method for performing control in a transmission mounted on a vehicle.
  • Step 1 Determining the failure of the variator output side rotation sensor, and variably controlling the transmission ratio of the variator and the shift speed of the auxiliary transmission mechanism, and if the failure is determined,
  • the shift stage of the sub-transmission mechanism is fixed to the first shift stage and the shift stage of the sub-transmission mechanism when the failure is determined is the second shift stage, the shift of the sub-transmission mechanism is stopped while the vehicle is stopped.
  • the method of transmission comprises a be secured to the serial first gear position, is provided.
  • the shift stage of the auxiliary transmission mechanism when the failure is determined, the shift stage of the auxiliary transmission mechanism is fixed to the first shift stage, so that the degree of freedom of operation of the variator can be increased while ensuring vehicle startability. Further, since the shift stage of the auxiliary transmission mechanism is fixed to the first shift stage while the vehicle is stopped, the occurrence of a shift shock can be prevented.
  • FIG. 1 is a diagram illustrating a main part of a vehicle including a transmission.
  • FIG. 2 is a flowchart illustrating an example of control performed by the controller.
  • FIG. 3A is a first diagram illustrating a comparative example of the pressure regulation method.
  • FIG. 3B is a second diagram illustrating a comparative example of the pressure regulation method.
  • FIG. 3C is a third diagram illustrating a comparative example of the pressure regulation method.
  • FIG. 4A is a first diagram illustrating both pressure regulation methods.
  • FIG. 4B is a second diagram illustrating the dual pressure regulation method.
  • FIG. 5A is a first diagram illustrating a single pressure regulation method in a variator for both pressure regulation methods.
  • FIG. 5B is a second diagram illustrating a single pressure regulation method in a variator for both pressure regulation methods.
  • FIG. 1 is a diagram showing a main part of a vehicle including a transmission 100. As shown in FIG. The vehicle includes an engine 1, a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, an axle 4, and drive wheels 5.
  • the vehicle includes an engine 1, a torque converter 2, a variator 20, an auxiliary transmission mechanism 30, an axle 4, and drive wheels 5.
  • Engine 1 constitutes the power source of the vehicle.
  • the torque converter 2 transmits power through the fluid.
  • the power transmission efficiency can be increased by fastening the lockup clutch 2a.
  • the variator 20 and the auxiliary transmission mechanism 30 output the input rotational speed at a rotational speed corresponding to the gear ratio.
  • the gear ratio is a value obtained by dividing the input rotation speed by the output rotation speed.
  • the axle 4 is a drive axle composed of a reduction gear and a differential device. The power of the engine 1 is transmitted to the drive wheels 5 through the torque converter 2, the variator 20, the auxiliary transmission mechanism 30 and the axle 4.
  • the variator 20 is a continuously variable transmission mechanism, and includes a primary pulley 21, a secondary pulley 22, and a belt 23.
  • the primary pulley 21 is also simply referred to as the pulley 21
  • the secondary pulley 22 is also simply referred to as the pulley 22.
  • the primary pulley 21 includes a fixed conical plate, a movable conical plate, and a hydraulic cylinder 21a.
  • the secondary pulley 22 includes a fixed conical plate, a movable conical plate, and a hydraulic cylinder 22a.
  • the fixed conical plate and the movable conical plate are arranged with the sheave surfaces facing each other, and form a V-groove.
  • the pulley 21 has a hydraulic cylinder 21a
  • the pulley 22 has a hydraulic cylinder 22a on the back surface of the movable conical plate, which displaces the movable conical plate in the axial direction.
  • the belt 23 is wound around the pulley 21 and the pulley 22. A V-belt can be used as the belt 23.
  • the first hydraulic pressure acts on the hydraulic cylinder 21a.
  • the width of the V-groove is controlled by the first hydraulic pressure.
  • the second hydraulic pressure acts on the hydraulic cylinder 22a.
  • the pulley 22 has a V-groove width controlled by the second hydraulic pressure.
  • the contact radius between the pulley 21 and the belt 23 changes by adjusting the first hydraulic pressure and changing the width of the V groove of the pulley 21.
  • the contact radius between the pulley 22 and the belt 23 is changed by adjusting the second hydraulic pressure and changing the width of the V groove of the pulley 22.
  • the transmission gear ratio of the variator 20 can be controlled steplessly by controlling the width of the V groove of the pulley 21 or the pulley 22.
  • the auxiliary transmission mechanism 30 is a stepped transmission mechanism and has two forward speeds and one reverse speed.
  • the subtransmission mechanism 30 has a first speed and a second speed having a smaller gear ratio than the first speed as a forward gear.
  • the auxiliary transmission mechanism 30 is provided in series on the output side of the variator 20 in the power transmission path from the engine 1 to the drive wheels 5.
  • the subtransmission mechanism 30 may be directly connected to the variator 20 or may be indirectly connected to the variator 20 through another configuration such as a gear train.
  • the gear ratio is changed in each of the variator 20 and the auxiliary transmission mechanism 30. For this reason, in the vehicle, a speed change according to a through speed ratio which is a speed ratio of the variator 20 and the subtransmission mechanism 30 as a whole obtained by multiplying the speed ratio of the variator 20 by the speed ratio of the subtransmission mechanism 30 is performed.
  • the variator 20 and the auxiliary transmission mechanism 30 constitute an automatic transmission mechanism 3.
  • the variator 20 and the auxiliary transmission mechanism 30 may be configured as separate transmission mechanisms in structure.
  • the vehicle further includes an oil pump 10, a hydraulic control circuit 11, and a controller 12.
  • Oil pump 10 generates hydraulic pressure.
  • the hydraulic control circuit 11 adjusts the hydraulic pressure generated by the oil pump 10 by supplying oil and transmits the hydraulic pressure to each part of the variator 20 and the auxiliary transmission mechanism 30.
  • the hydraulic control circuit 11 includes a line pressure adjusting unit 11s, a first hydraulic adjusting unit 11a, and a second hydraulic adjusting unit 11b.
  • the line pressure adjusting unit 11s adjusts the hydraulic pressure generated by the oil pump 10 by supplying oil to generate the line pressure.
  • the line pressure is a hydraulic pressure that is a source pressure of the first hydraulic pressure and the second hydraulic pressure, and is set so that the belt 23 does not slip.
  • the first hydraulic pressure adjusting unit 11a generates a first hydraulic pressure from the line pressure.
  • the second hydraulic pressure adjustment unit 11b generates the second hydraulic pressure from the line pressure.
  • a hydraulic regulator can be used for the line pressure adjusting unit 11s, the first hydraulic pressure adjusting unit 11a, and the second hydraulic pressure adjusting unit 11b.
  • the hydraulic control circuit 11 further includes a hydraulic circuit unit 11 c for controlling the gear position of the auxiliary transmission mechanism 30.
  • the controller 12 controls the hydraulic control circuit 11. Output signals from the rotation sensor 41, the rotation sensor 42, and the rotation sensor 43 are input to the controller 12.
  • the rotation sensor 41 is a sensor corresponding to a variator input side rotation sensor for detecting the rotation speed on the input side of the variator 20.
  • the rotation sensor 42 is a sensor corresponding to a variator output side rotation sensor for detecting the rotation speed on the output side of the variator 20. Specifically, the rotation sensor 42 detects the rotation speed on the output side of the variator 20 and on the input side of the auxiliary transmission mechanism 30.
  • the rotation sensor 43 is a sensor corresponding to an auxiliary transmission mechanism output side rotation sensor for detecting the output side rotation speed of the auxiliary transmission mechanism 30.
  • the rotation speed on the input side of the variator 20 is specifically the rotation speed of the input shaft of the variator 20.
  • the rotational speed on the input side of the variator 20 may be, for example, the rotational speed at a position where the gear train is sandwiched between the variator 20 in the power transmission path described above. The same applies to the rotational speed on the output side of the variator 20 and the rotational speed on the output side of the auxiliary transmission mechanism 30.
  • the controller 12 receives output signals from the accelerator opening sensor 44, the inhibitor switch 45, the engine rotation sensor 46, and the like.
  • the accelerator opening sensor 44 detects an accelerator opening APO that represents an operation amount of the accelerator pedal.
  • the inhibitor switch 45 detects the position of the select lever.
  • the engine rotation sensor 46 detects the rotation speed Ne of the engine 1.
  • the controller 12 can detect the vehicle speed VSP based on the output signal of the rotation sensor 43.
  • the controller 12 generates a shift control signal based on these signals, and outputs the generated shift control signal to the hydraulic control circuit 11.
  • the hydraulic control circuit 11 controls the line pressure, the first hydraulic pressure, and the second hydraulic pressure based on the shift control signal from the controller 12, and performs switching of the hydraulic path.
  • the hydraulic pressure is transmitted from the hydraulic control circuit 11 to each part of the variator 20 and the auxiliary transmission mechanism 30 according to the shift control signal.
  • the gear ratios of the variator 20 and the auxiliary transmission mechanism 30 are changed to the gear ratio corresponding to the gear shift control signal, that is, the target gear ratio.
  • the transmission 100 is an automatic transmission, and includes a variator 20, an auxiliary transmission mechanism 30, a rotation sensor 41, a rotation sensor 42, and a rotation sensor 43 in addition to the hydraulic control circuit 11 and the controller 12 that control the transmission ratio in this way. Configured.
  • the hydraulic control circuit 11 and the controller 12 constitute a transmission control device 50 that controls the transmission 100 mounted on the vehicle.
  • the transmission control device 50 is simply referred to as a control device 50.
  • FIG. 2 is a flowchart illustrating an example of the control performed by the controller 12.
  • the controller 12 can repeatedly execute the processing shown in this flowchart every minute time.
  • the controller 12 determines whether or not the rotation sensor 42 is abnormal in step S1.
  • step S1 the controller 12 can determine whether or not the rotation sensor 42 is disconnected, or can determine whether or not the output signal of the rotation sensor 42 is out of the normal range. For determining whether or not the rotation sensor 42 is abnormal, an appropriate technique may be applied in addition to a known technique.
  • step S1 If a negative determination is made in step S1, it is determined that the rotation sensor 42 is normal.
  • the controller 12 variably controls the line pressure as shown in step S2 by the line pressure adjusting unit 11s.
  • the controller 12 variably controls the speed ratio of the variator 20 by both pressure adjustment methods as shown in step S3.
  • step S3 the controller 12 also variably controls the gear position of the auxiliary transmission mechanism 30. That is, in step S3, the subtransmission mechanism 30 is also appropriately shifted according to the shift control signal.
  • the controller 12 performs cooperative shift control.
  • the cooperative shift control is a control for changing the gear ratio of the variator 20 in the direction opposite to the gear ratio change of the sub-transmission mechanism 30 during the shift of the sub-transmission mechanism 30.
  • the transmission ratio of the variator 20 is controlled so that the through transmission ratio is constant.
  • At least the output of the rotation sensor 42 is used for cooperative shift control. For this reason, cooperative shift control cannot be performed when the rotation sensor 42 fails.
  • the output of the rotation sensor 41 and the output of the rotation sensor 43 are also used.
  • the output of the rotation sensor 41, the output of the rotation sensor 42, and the output of the rotation sensor 43 can be used to detect the actual transmission ratio of the variator 20 and the actual transmission ratio of the auxiliary transmission mechanism 30. After step S3, this flowchart is temporarily terminated.
  • step S1 If a positive determination is made in step S1, a failure of the rotation sensor 42 is determined. In this case, the controller 12 determines whether or not the gear position of the auxiliary transmission mechanism 30 is the second speed in step S4. Whether or not the gear position of the subtransmission mechanism 30 is the second speed can be determined based on, for example, the output of a sensor that can detect the gear position of the subtransmission mechanism 30. If an affirmative determination is made in step S4, the controller 12 determines whether or not the vehicle is traveling in step S5.
  • step S5 If a negative determination is made in step S5, the controller 12 changes the gear position of the auxiliary transmission mechanism 30 from the second speed to the first speed in step S6. Further, the controller 12 fixes the gear position of the auxiliary transmission mechanism 30 to the first speed in step S7. As a result, the gear position of the subtransmission mechanism 30 is fixed at the first speed while the vehicle is stopped. Fixing the gear position of the subtransmission mechanism 30 at the first speed means maintaining the gear stage of the subtransmission mechanism 30 at the first speed until the failure is canceled by repair or the like. Even if the determination in step S4 is negative, the controller 12 fixes the gear position of the auxiliary transmission mechanism 30 to the first speed in step S7. After step S7, the process returns to step S5.
  • step S5 the controller 12 fixes the line pressure to a value ⁇ greater than or equal to a predetermined value as shown in step S8 by the line pressure adjusting unit 11s.
  • “Fixing the line pressure to a value ⁇ that is greater than or equal to a predetermined value” means that the line pressure is maintained at a value ⁇ that is greater than or equal to a predetermined value until the failure is canceled by repair or the like.
  • the maximum set pressure of the line pressure is applied to the value ⁇ that is not less than a predetermined value.
  • the value ⁇ not less than the predetermined value may be a value that does not cause the belt 23 to slip when the input torque to the variator 20 becomes maximum.
  • controller 12 fixes the second hydraulic pressure to the line pressure in step S9. Further, the controller 12 controls the first hydraulic pressure in accordance with the vehicle speed VSP in step S10. As a result, the gear ratio of the variator 20 is variably controlled by the single pressure adjustment method that fixes the second hydraulic pressure to the line pressure.
  • the single pressure adjustment method is a pressure adjustment method in which the magnitude relationship between the first hydraulic pressure and the second hydraulic pressure does not interchange. Therefore, in the single pressure adjustment method, the magnitude relationship between the first hydraulic pressure and the second hydraulic pressure remains as follows: first hydraulic pressure ⁇ second hydraulic pressure, or first hydraulic pressure ⁇ second hydraulic pressure. The details of the single pressure control method will be described later.
  • step S10 the controller 12 can control the first hydraulic pressure according to the vehicle speed VSP by controlling the first hydraulic pressure using at least the output of the rotation sensor 43.
  • the controller 12 may control the first hydraulic pressure without using the output of the rotation sensor 41 or the output of the rotation sensor 42.
  • the gear ratio of the variator 20 can be controlled according to the vehicle speed VSP while avoiding the influence of the failure.
  • the output of the rotation sensor 43 can be used to generate a shift control signal including a gear ratio control command of the variator 20 at the time of failure.
  • the controller 12 may further control the first hydraulic pressure using parameters other than the outputs of the rotation sensor 41, the rotation sensor 42, and the rotation sensor 43.
  • the shift control signal at the time of failure may be generated by further using the other parameter.
  • the controller 12 may fix the first hydraulic pressure to the line pressure in step S9 and control the second hydraulic pressure in accordance with the vehicle speed VSP in step S10.
  • the controller 12 can variably control the gear ratio of the variator 20 by a single pressure adjustment method in which the first hydraulic pressure is fixed to the line pressure. After step S10, this flowchart is temporarily terminated.
  • the failure determination unit is realized by the controller 12, specifically, a part of the controller 12 that is functionally grasped as a part for performing the determination in step S1.
  • the gear ratio control unit includes a controller 12 and a hydraulic control circuit 11, specifically, a part of the controller 12 that is functionally grasped as a part that performs the processes of steps S ⁇ b> 3, S ⁇ b> 9 and S ⁇ b> 10, and the hydraulic control circuit 11. This is realized by the first hydraulic pressure adjusting unit 11a and the second hydraulic pressure adjusting unit 11b which are a part.
  • the gear position control unit includes a controller 12 and a hydraulic control circuit 11, specifically, a part of the controller 12 that is functionally grasped as a part that performs the processes of steps S 6 and S 7, and one part of the hydraulic control circuit 11. This is realized by a hydraulic circuit section 11c which is a section.
  • the line pressure control unit includes the controller 12 and the hydraulic control circuit 11, specifically, a part of the controller that is functionally grasped as a part that performs the processing of step S2 and step S8, and a part of the hydraulic control circuit 11. This is realized by the line pressure adjusting unit 11s.
  • FIG. 3A, 3B, and 3C are explanatory diagrams of a comparative example of the pressure regulating method, and specifically, are explanatory diagrams of the single pressure regulating method in the variator for the single pressure regulating method.
  • FIG. 3A shows the Pri pressure and the Sec pressure when the input torque to the variator is T1, according to the gear ratio of the variator.
  • FIG. 3B shows the Pri pressure and the Sec pressure when the input torque to the variator is T2 according to the gear ratio of the variator.
  • FIG. 3C shows the Pri pressure and the Sec pressure when the line pressure is fixed to the maximum set pressure according to the gear ratio of the variator.
  • the Pri pressure is a hydraulic pressure equivalent to the first hydraulic pressure, and indicates the control hydraulic pressure of the primary pulley in the variator for the single pressure regulation method.
  • the Sec pressure is a hydraulic pressure equivalent to the second hydraulic pressure, and indicates the control hydraulic pressure of the secondary pulley in the variator for the single pressure regulation method.
  • the relationship between the gear ratio, the Pri pressure, and the Sec pressure shown in FIGS. 3A to 3C can be said to be the relationship between the target gear ratio and the Pri pressure and the Sec pressure corresponding to the target gear ratio.
  • T1 and T2 indicate input torques satisfying the magnitude relationship of T1 ⁇ T2.
  • 3A to 3C show a case where the Sec pressure is fixed to the line pressure.
  • the Sec pressure is changed to the line pressure in the entire gear ratio range, and the line pressure is changed according to the input torque, so that the belt slip To prevent. Further, the pressure receiving areas of the primary pulley and the secondary pulley are set so that the gear ratio becomes High when the Pri pressure and the Sec pressure are equal.
  • the pressure receiving area of the primary pulley is set larger than the pressure receiving area of the secondary pulley.
  • the pressure receiving area of the primary pulley is about twice the pressure receiving area of the secondary pulley.
  • the pressure receiving area of the primary pulley can be effectively increased by adopting a double piston structure for the primary pulley.
  • the Pri pressure and the Sec pressure are set as shown in FIG. 3C regardless of the input torque.
  • the Pri pressure and the Sec pressure are set in a range over the entire gear ratio region.
  • FIG. 4A and 4B are explanatory diagrams of both pressure regulation methods.
  • FIG. 4A the first hydraulic pressure and the second hydraulic pressure when the input torque to the variator 20 is T1 are shown according to the gear ratio of the variator 20.
  • FIG. 4B the first hydraulic pressure and the second hydraulic pressure when the input torque to the variator 20 is T2 are shown according to the gear ratio of the variator 20.
  • the lowest gear ratio is the maximum gear ratio, and the highest gear ratio is the smallest gear ratio.
  • the Mid gear ratio is an intermediate gear ratio and is a gear ratio at which the first hydraulic pressure and the second hydraulic pressure are equal.
  • the relationship between the gear ratio shown in FIGS. 4A and 4B and the first and second hydraulic pressures can be said to be the relationship between the target gear ratio and the first and second hydraulic pressures corresponding thereto. The same applies to FIGS. 5A and 5B described later.
  • the first hydraulic pressure and the second hydraulic pressure are set so that the magnitude relationship between the first hydraulic pressure and the second hydraulic pressure is switched according to the transmission ratio of the variator 20. Is done. Further, the transmission ratio of the variator 20 is variably controlled in the range from the lowest transmission ratio to the highest transmission ratio.
  • first hydraulic pressure and the second hydraulic pressure are set such that the second hydraulic pressure is greater than the first hydraulic pressure in the gear ratio region that is greater than or equal to the lowest gear ratio and less than the Mid gear ratio.
  • first hydraulic pressure and the second hydraulic pressure are set so that the first hydraulic pressure and the second hydraulic pressure are equal.
  • first hydraulic pressure and the second hydraulic pressure are set such that the first hydraulic pressure is larger than the second hydraulic pressure in the gear ratio region that is higher than the Mid gear ratio and less than or equal to the highest High gear ratio.
  • the line pressure is used for the larger hydraulic pressure of the first hydraulic pressure and the second hydraulic pressure set as described above.
  • the second hydraulic pressure becomes the line pressure in the gear ratio region that is greater than or equal to the lowest gear ratio and less than the Mid gear ratio.
  • the first hydraulic pressure becomes the line pressure in a gear ratio region that is larger than the Mid gear ratio and less than or equal to the highest High gear ratio. In the Mid gear ratio, the first hydraulic pressure and the second hydraulic pressure become the line pressure.
  • the line pressure can be lowered by setting the first hydraulic pressure and the second hydraulic pressure as described above, when the gear ratio is near the Mid gear ratio. Therefore, when the gear ratio is in the vicinity of the Mid gear ratio, fuel efficiency can be improved by reducing the load on the oil pump 10.
  • both the first hydraulic pressure and the second hydraulic pressure are made variable when shifting.
  • both the first hydraulic pressure and the second hydraulic pressure can be made variable at least under the condition that the input torque to the variator 20 is constant.
  • both the first hydraulic pressure and the second hydraulic pressure can be made variable according to the target gear ratio.
  • the belt 23 may slip. Since the pulley pressure cannot be greater than the line pressure, it is necessary to change the line pressure according to the input torque in order to obtain a pulley pressure that does not cause the belt 23 to slip. For this reason, as shown in FIG. 4A and FIG. 4B, in the pressure regulation method, the line pressure is changed according to the input torque by the line pressure adjusting unit 11s. Specifically, the line pressure is increased as the input torque is increased. Thereby, the occurrence of slipping of the belt 23 can be suppressed.
  • the pressure receiving area of the primary pulley 21 and the pressure receiving area of the secondary pulley 22 are set to be equal.
  • the gear ratio can be set to “1” by the Mid gear ratio.
  • the mid speed ratio does not need to be “1”, for example, a value deviated from “1” by the amount of thrust of the return spring that biases the movable conical plate of the secondary pulley 22.
  • FIG. 5A and FIG. 5B are explanatory diagrams of a single pressure adjustment method in the variator 20 for both pressure adjustment methods.
  • FIG. 5A the first hydraulic pressure and the second hydraulic pressure when the first hydraulic pressure is fixed to the line pressure are shown according to the gear ratio of the variator 20.
  • FIG. 5B the first hydraulic pressure and the second hydraulic pressure when the second hydraulic pressure is fixed to the line pressure are shown according to the gear ratio of the variator 20.
  • the gear ratio region is limited to a range not less than the Mid gear ratio and not more than the highest High gear ratio. Therefore, it is possible to shift only in a gear ratio region that is greater than or equal to the Mid gear ratio and less than or equal to the highest gear ratio.
  • the gear ratio region is limited to a range not less than the lowest gear ratio and not more than the mid gear ratio. Therefore, it is possible to shift only in a gear ratio region that is greater than or equal to the lowest gear ratio and less than or equal to the Mid gear ratio.
  • the pressure receiving area of the primary pulley 21 and the pressure receiving area of the secondary pulley 22 are set to be equal, and the first hydraulic pressure and the second pressure are set at the Mid speed ratio. This is because the hydraulic pressure becomes equal.
  • the occurrence of slippage of the belt 23 is suppressed to the maximum by fixing the line pressure to the maximum set pressure.
  • control device 50 Next, main functions and effects of the control device 50 will be described.
  • the transmission 100 cannot perform cooperative shift control when the rotation sensor 42 fails. In this case, if the shift of the subtransmission mechanism 30 is prohibited, the occurrence of a shift shock due to the shift of the subtransmission mechanism 30 can be prevented. However, if the shift stage of the sub-transmission mechanism 30 is fixed to the shift stage immediately before the failure, if the shift stage immediately before the failure is the second speed, it is difficult to earn driving force when the vehicle restarts after the vehicle stops.
  • the control device 50 includes the variator 20, the auxiliary transmission mechanism 30, and the rotation sensor 42, and controls the transmission 100 that is mounted on the vehicle.
  • the control device 50 includes a hydraulic control circuit 11 and a controller 12.
  • the controller 12 determines the failure of the rotation sensor 42.
  • the hydraulic control circuit 11 and the controller 12 variably control the shift speed of the sub-transmission mechanism 30, while fixing the shift speed of the sub-transmission mechanism 30 to the first speed when a failure is determined. Further, the hydraulic control circuit 11 and the controller 12 fix the shift speed of the auxiliary transmission mechanism 30 to the first speed while the vehicle is stopped when the shift speed of the auxiliary transmission mechanism 30 when the failure is determined is the second speed.
  • the shift stage of the auxiliary transmission mechanism 30 is fixed to the first speed, so that the vehicle startability can be ensured when the rotation sensor 42 fails.
  • the auxiliary transmission mechanism 30 is mainly provided with the function of ensuring vehicle startability, the degree of freedom of operation of the variator 20 can be increased.
  • the gear position of the subtransmission mechanism 30 is fixed to the first speed while the vehicle is stopped, vehicle startability can be ensured while preventing the occurrence of a shift shock.
  • the controller 12 variably controls the through gear ratio by variably controlling the gear ratio of the variator 20 even if a failure is determined.
  • the variator 20 is provided with a function of making the through speed ratio variable so that the speed can be changed according to the driving state of the vehicle as compared with the case where the through speed ratio is fixed. Fuel consumption can be improved by the amount that the ratio can be changed.
  • the variator 20 has not only the sub-transmission mechanism 30 but also the variator 20 has a function of ensuring vehicle startability by setting the transmission of the variator 20 to the lowest speed ratio when starting. be able to. As a result, it is possible to ensure vehicle startability that is inferior to that when no failure occurs.
  • the variator 20 may be a toroidal-type continuously variable transmission mechanism. Even in this case, the control device 50 can achieve the same effects.
  • the hydraulic control circuit 11 and the controller 12 further variably control the line pressure.
  • the line pressure is fixed to a value ⁇ that is equal to or greater than a predetermined value.
  • the variator 20 includes a primary pulley 21, a secondary pulley 22, and a belt 23.
  • the hydraulic control circuit 11 and the controller 12 variably control the speed ratio of the variator 20 by both pressure adjustment methods, and when a failure is determined, one of the first hydraulic pressure and the second hydraulic pressure is fixed to the line pressure.
  • the gear ratio of the variator 20 is variably controlled by the single pressure control method.
  • one of the first hydraulic pressure and the second hydraulic pressure is fixed to a line pressure having a value ⁇ equal to or greater than a predetermined value.
  • the hydraulic pressure can be increased.
  • the other hydraulic pressure is raised by raising the one hydraulic pressure, the first hydraulic pressure and the second hydraulic pressure can be increased.
  • the gear ratio of the variator 20 is variably controlled by the one-pressure adjustment system that fixes the one hydraulic pressure to the line pressure.
  • the gear ratio can be changed within a possible range according to the operating state of the vehicle. For this reason, it is possible to suppress the deterioration of fuel consumption as compared with the case where the gear ratio of the variator 20 is fixed to the maximum gear ratio, that is, the lowest gear ratio at the time of failure.
  • the hydraulic control circuit 11 and the controller 12 variably control the gear ratio of the variator 20 in the range from the lowest gear ratio to the highest gear ratio by both pressure adjustment methods, while a failure is determined.
  • the gear ratio of the variator 20 is variably controlled in the range from the lowest gear ratio to the intermediate gear ratio by a single pressure regulation system in which the second hydraulic pressure is fixed to the line pressure.
  • the speed ratio of the variator 20 is variably controlled within the range from the lowest speed ratio to the mid speed ratio, so that the driving force at the start of the vehicle is reduced. Can be secured.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention concerne un dispositif de commande de transmission, lequel dispositif comporte un dispositif de commande (12) et un circuit de commande de pression d'huile (11). Le dispositif de commande (12) détermine si un capteur de rotation (42) a ou non échoué. Le dispositif de commande (12) et le circuit de commande de pression d'huile (11) commandent de manière variable le rapport de vitesse d'un variateur (20) et commandent de manière variable l'étage de changement de vitesse d'un mécanisme de transmission auxiliaire (30). S'il est déterminé qu'une défaillance s'est produite, le dispositif de commande (12) et le circuit de commande de pression d'huile (11) fixent l'étage de changement de vitesse du mécanisme de transmission auxiliaire (30) à une première vitesse. Si, quand il est déterminé qu'une défaillance s'est produite, l'étage de changement de vitesse du mécanisme de transmission auxiliaire (30) est dans une deuxième vitesse, le dispositif de commande (12) et le circuit de commande de pression d'huile (11) fixent l'étage de changement de vitesse du mécanisme de transmission auxiliaire (30) à la première vitesse quand le véhicule est arrêté.
PCT/JP2016/053848 2015-03-20 2016-02-09 Dispositif de commande de transmission et procédé de commande de transmission WO2016152290A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US15/558,973 US10683928B2 (en) 2015-03-20 2016-02-09 Transmission control device and transmission control method
JP2017507577A JP6353971B2 (ja) 2015-03-20 2016-02-09 変速機の制御装置及び変速機の制御方法
CN201680016099.1A CN107429833B (zh) 2015-03-20 2016-02-09 变速器的控制装置及变速器的控制方法
EP16768193.1A EP3273105A4 (fr) 2015-03-20 2016-02-09 Dispositif de commande de transmission et procédé de commande de transmission
KR1020177025766A KR101939527B1 (ko) 2015-03-20 2016-02-09 변속기의 제어 장치 및 변속기의 제어 방법

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JP2015057902 2015-03-20

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EP (1) EP3273105A4 (fr)
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JP6559816B1 (ja) * 2018-02-08 2019-08-14 株式会社Ｓｕｂａｒｕ 無段変速機の制御装置、無段変速機、および無段変速機の制御方法

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CN109322988B (zh) * 2017-08-01 2020-09-11 丰田自动车株式会社 车辆控制系统以及车辆控制系统的控制方法

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JP6353971B2 (ja) 2018-07-04
KR101939527B1 (ko) 2019-01-16
CN107429833A (zh) 2017-12-01
CN107429833B (zh) 2019-05-21
EP3273105A4 (fr) 2018-04-04
JPWO2016152290A1 (ja) 2017-12-21
KR20170118144A (ko) 2017-10-24
US10683928B2 (en) 2020-06-16
US20180245687A1 (en) 2018-08-30
EP3273105A1 (fr) 2018-01-24

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